rider



(No Model.)

A. K'. RIDER. Gas Engine.

Y Patehfed oct. 26, 1880.

4 Sheets-Sheet 1.

(No Model.) 4 Sheets-Sheet'J 2.

Y A. K. BR.

No. 288,804. Patented oct. 26,1880.

INVENTOR WITNESSES @mi im... i ATTORNEY (No Model.) I 4 Shellats-Sheet 3. A. K; RIDER.

Gas Engine.

No. 233,804. Patented Oct.v 2 6, 1880. 1 @E ITNEssEs INVENTOR N, PEYERS, PHOTO-LITHOGRAPHER, wAsmNdTON. D. C.

(No Model.) 4 Sheets-Shet 4. A. K. RIDER.

Gas Engine.

No. 238,804. Patented oct. 26,1880.

E da w H :D

,TIOTNEs'SEs m lv A NTTED STATES PATENT Trice..

ALExANDER x. RIDER, or WALDEN, AssieNoR To T. J. RIDER, or NEW YORK, N. Y.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 233,804, dated October 26, 1880.

Application filed May 31, 1880.

.To all lwhom it may concern:

Be it known that I, ALEXANDER K. RIDER, ot' I/Valden, in the county of Orange and State of New York, have invented certain new and useful Improvements in Gas-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in 'the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in gas-engines, the improvement relating to that class of motors which are operated by compressing` a charge of mixed air and gas and igniting such mixture, the power being produced by the expansion of the mixed air and gas in the act of combustion.

The object ot' my invention is to produce a gas-engine which shall be simple and durable in its construction and effect the most economical results by insuring the maximum amount of power from the expenditure of a given quantity of gas.

With these ends in view my invention consists, irst, in a gas-engine consist-ing, essentially, of a compression and la power piston, both of which are connected to cranks on the main shaft of the engine, the cylinders of the compression and power pistons being connected by a pipe or tube, and the parts arranged so th it gas and air will be compressed in the compression-cylinder, and the mixture then transferred directly into and ignited within the power-cylinder.

I L'y invention further consists in a novel constriction of gas and air mixing device, as will hereinafter be explained.

My invention further consists in an igniter, consisting, essentially, of an inner and outer platin um tube, the parts being arranged so as to utilize the heat of the escaping products of combustion in raising the temperature ot' the inow-ing gas and air.

My invention further consists in a gas-engine provided with a compression-cylinder for compressing air and gas, and with a powercylinder provided with an igniter and a devicev or devices for automatically exposing the (No model.) I

igniter to the direct contact ot' the charge of compressed air and gas at proper intervals of time.

My invention further consists in a supplypump for'furnishiug the igniter with a supply of mixed air and gas.

My invention further consists in a novel construction of governor mechanism for regulatin g the supply of gas at certain intervals of time.

My invention further consists in certain other details in construction and combinations of parts, as will-hereinafter be described, and pointed out in the claims.

In the accompanying drawings', Figure l is a view, partly in vertical section and partly in side elevation, of my improved gas-engine. Fig. 2 is a detached end view of the crankshaft, illustrating the usual relative position ofthe cranks. Fig. 3 is'a plan view ot' the governor-cam. Fig. 4 is an enlarged view, in vertical section, of the igniter. Fig. 5 is an enlarged view, in longitudinal section, of the jet for supplying gas and air to the igniter. Fig. 6 is a view, in vertical section, of a modied construction of mixer and compressionpiston; and Fir. 7 is a modified construction of parts for regulating thei gnition of the charge of compressed air and gas in the power-cylinder. Fig. S is a horizontal section of the igniter-tube.

A represents the compression-cylinder, and B the power-cylinder, said cylinders being single-actin g, of about equal diameter and stroke, and arranged parallel to each other. O is a trunk-piston located in the compression-cylinder A, it being connected to the crank A by means of the connecting-rod A2. D is a trunkpiston located in power-cylinder D, and is connected with crank D by means of the connecting-rod D2.

Cranks A Dl are usually arranged at nearly right angles to each other, as illustrated in Fig. 2, the crank D being in adv'ancefin the direction of revolution. The angle between the cranks, however, is not fixed, but may be varied, as it depends in a great measure on the desired amount of compression to be given to the charge of gas vand air previous to its transfer to and ignition in the power-cylinder, different relative positions of cranks insuring different degrees of compression.

The compression and power cylinders A B are preferably arranged in vertical position, and are connected together at their lower ends by a tube or conduit, E, in which is situated an inlet-valve, F, operated byvan eccentric, F', 011 the main shaft F3, and rod F2, connecting the eccentric with the valve F, and an automatic check-valve, G. The inlet-valve F is located near the compression-cylinder and the check-valve near the power-cylinder.

The charge of compressed gas and air is transferred from the compression-cylinder to the power-cylinder through the tube or conduit E, the transfer or flow being regulated as to time by the opening of the inlet-valve F, while the automatic check-valve serves to prevent the explosive force of the ignited mixture of gas and air in the power-cylinder from reacting upon the compression-piston.

The compression-cylinder A is furnished wi-tha mixing device or attachment, by means of which gas and air are mixed and thoroughly commingled in any desired proportions before being admitted to the compression-cylinder.

The mixing device or attachment isI constructed as follows: To the lower end of the compression-cylinder is attached the valvecasing m', in which is located a check-valve, m. A T-pipe, H, has its central branch, h, attached to the outer end of valve-casing m', while at one end of the straight run or portion h is located the check-valve g', the office of which is to prevent the escape ot' gas when the compression-piston is not drawing it into the com pressioi'rcylinder, and the opposite end of the straight run is provided with a gas-regulating valve, li, which engages in the valveseat R and serves to regulate the supply of gas to the mixer from supply-pipe P.

The supply of gas and air to the mixer is conveyed through the straight run in opposite directions, the two currents meeting and beA coming thoroughly mixed at the branch pipe, through which the mixed gas and air flows to the compression-cylinder.

The speed of the engine is automatically controlled by regulating the position of a governor-valve during the downstroke of the compression cylinder, said valve being retained either in its open or closed position when the compression is drawing in the charge of mixed air and gas, and during such time or half-revolution of the main shaft the position of the valve cannot be changed.

V represents a governor of any desired construction, and is driven by a belt, lu, passing over a pulley, lu', attachedV to the governor driving-shaft c2 and pulley 'U3 on the main shaft 5 or the governor may be operated in any other desired manner.

W isa lever pivoted to the compression-cylinder or other fixed object, the free end of the lever being bifurcated and engaging the sliding sleeve W of the governor. Lever W is pivoted to the valve-rod H2, the lower end of which is provided with a valve, l, the latter being located in vthe gas-supply pipe P, and serving to regulate the flow of gas to the coinpression-cylinder. The upper end of rod H2 is bent laterally or transversely to its length, the bent portion or catch lw engaging in the grooved face of the disk T, attached to the main shaft.

Disk T has formed on one side thereof a wide semicircular groove, t, and two narrow semicircular grooves, t t2, thelatter connecting at opposite ends with the wide groove t. When the compression-piston is descending the parts are so arranged that the catch w will then be located in the wide groove 15 and is then free to be raised or lowered by the governor, according to the speed of the-engine. lf the engine is running too slow, the valve will be raised by the governor, thereby admitting an increased quantity of gas to the compression-cylinder. As the valve is raised the catch w is moved upward toward the center of the disk, so that during the upstroke of the compression-piston the catch will engage in the narrow groove t2, and serve to hold the valve in its open position while the compression-piston is drawing in a charge of air and gas. The valve will be retained in this positioiiniitil the speed of the engine becomes too great, and then during the downstroke of the compression-piston the governoroperates to close the valve, thereby drawing the catch w downward or toward the periphery of the disk, and cause the catch fw to enter the narrow groove Vt' as the compression-piston commences its upstroke, in which position ofthe catch the valve is held in its closed position. Thus it will be understood that the valve may be opened or closed in an automatic manner by the governor while the compression-piston is passing through its downstroke; but during the upstroke of the compression-piston the position of the valve cannot be changed, it being held open or closed.

By adjusting the valve R the proportionate quantities or volumes of gas and air admitted to the compression-cylinder may be readily regulated.

Instead of employing the gas supply and mixer hereinbefore described, I may employ the duplex piston illustrated in Fig.` 6- f cr accomplishin g this purpose.

A representsthe compression-cylinder, and C thecompression-p-iston, the latter ha .fing a cylinder, @formed in its lower end, within which is located the stationary plunger C', the lower end of which is connected with the bottom of the compression-cylinder.

Plunger C is provided with passagec. having an inlet check-valve, c2, and an edu"tion passage, c3, furnished with an outlet checkvalve, 04the eduction-passage communicating IOO IOS

IIS

IZO

with the interior of the lower end of the compression-cylinder.

An air-supply pipe provided with a checkvalve is connected with an opening, d' in the lower portion of the compression-cylinder, while a pipe or conduit for transferring the mixed air and gas to the power-cylinder is connected to opening cl2. As the compressionpiston is raised it serves as a duplex pump, gas being drawn into the cylinder c and air into the annular chamber formed between the compression-cylinder and cylinder c.

The compression-piston in its descent operates to force the'charge of gas through the eduction-passage c3 into the lower portion of the compression-cylinder and thoroughly mix the gas with the supply of compressed air. The relative proportions of gas and air are determined by the relative area ofthe cylinder c as compared with the area of the annular chamber between cylinder c and the compression-cylinder. Thus it will be observed that the duplex piston serves to pump air and gas separately and in any desired relative proportions, and to thoroughly intermingle and compress the charge in the lower end of the compression-cylinder.

The power-cylinder B is fitted with an exhaust-valve, n, placed in its lower end,said valve being furnished with a stem, n', which projects downwardly, to be operated upon and raised at proper intervals of time by the lever N', the latter being connected with and operated by an eccentric, N2, on the main shaft through the connecting-rod N3. The exhaustvalve is raised at proper intervals of time to permit the discharge ofthe burnt air from the power-cylinder.

Powercylinder B is constructed with a chambered hub, O, near its lower end, in which is inserted the igniter Q, an enlarged view of which is illustrated in Fig. 4.

The igniter consists of a platinum tube, b, preferably of'about one-eighth of an inch in exterior diameter and of about one and threequarter inch in length. This tube, for a distance of about one-half an inch at its outer end, is perforated with numerous small holes, and around and over the perforated portion is wound a coil of tine platinum wire, g,about No. 25 wire being used. Tube b is incased in a larger tube, b', of about one-quarter of an inch in its interior diameter and about one and a' half inch in length, with one end shut up or closed with a cap, g2, the outer tube and cap being made of platinum of about No. 25 thickness.

Mixed gas and air passes through a small jet, a., to the igniter, said jet being about onefortieth of an inch in diameter at its smaller end, and serving to regulate the supply and cause the current of mixed gas and air to impin ge on the perforated end of the inner tube, b, and iow through the line perforations therein, and in contact with the platinum coil and against the platinum cap of the outer tube,

thereby causing an intense combustion, the products of combustion returning backward in contact with the inner and outer tubes, and escaping through the exhaust-passages d..

The injector is supplied with a mixture of gas and air by a small independent pump, K, whichis worked by the engine, and when the igniter is once heated to its point of combustion it will remain at a high degree of temperature so long as the current of gas and air is supplied thereto. The eiiiciency of the igniter is greatly enhanced, owing to the regenerative effect of the returning current of hot burnt air heating up to redness the inner tube, and consequently raising the mixed air and gas to a high degree of heat previous to its combusion. The proportionate quantities of gas and air best adapted to feed the igniter are found to be about one of gas to seven of air. The igniter is furnished with a gas-inlet, o, and with a gas and air mixer, the same as is connected with the compression-cylinder.

W'hile l prefer to construct the igniter to operate as described-that is, to take its supply of gas and air through the inner tubeyet it may be so constructed that the supply will enter between the inner and outer tubes and pass out of the center tube, thus utilizing the heat of the returning current of hot burnt air in maintaining the tubes of the igniter at a high heat.

Theigniteris located in a chamber or recess some distance from the bottom of the powercylinder. so that it will be covered by the power-piston until the latter arrives at a given point in its upstroke corresponding to the full transfer of the charge of gas and air from the compression-cylinder, at which point the igniter is exposed to the direct contact of the charge and ignites the same.

A small reservoir, U, is attached to the pump and igniter, serving to equalize the pressure of the supply-pump, and also to give greater convenience in starting the igniter, which isl arranged to be withdrawn from its hub or recess for the purpose of heating it to ignition on rst starting the engine, the igniter being secured in place by any suitable latch or other fastening device.

The pistons of each cylinder are preferably packed with leather, as at l Z', and are made of considerably greater length than the stroke, or, in other words, they are extended downward a sufficient distance to eifectually confine the heat at one end of the cylinder, and thus prevent any injury to the packing by overheating. This extension of the pistons has the further advantage in that it enables the waterjackets hitherto used to be dispensed with and allows the heat of combustion in the powercylinder to raise the temperature of its lowest end, and thus greatly-increases the expansion or dynamic effect of the combustion of the mixed air and gas. Suitable guides are provided above the packings to receive the angular thrust of the connecting-rods, these guides IOO IIO

acting on the pistons, which are thus kept in correct line.

In Fig. 7 I have illustrated a moditied construction of devices for exposing the igniter to the charge o' mixed air and gas. In some :forms of engines it is necessary to provide a compression-space between the end of the power-piston and cylinder, and thus the piston cannot be made to serve as the valve for covering or uncovering` the igniter, as heretofore explained.

In Fig. 7, D is the power-piston at the end of its stroke, and X is the compression-space, at the center of which is inserted the igniter Y, in which the platinum tubes extend beyond the shellY. A cup, Z, fits within a groove, y, formed in the end of the shell Y, and completely incloses the igniter-tubes. Cup Z is provided with a rod, Z, which extends through a suitable stuffing-box in the side of the cylinder. Rod Zl is acted upon by any suitable mechanism operated by the engine to cause the cup Z to recede from the igniter and expose the platinum tube to the direct contact of the charge at proper intervals of time.

As there are no slides or slide-valves employed in the construction of this engine, no special means are required to keep it lubricated, and the power-cylinder may be run at a comparatively high tem perature-.a condition highly favorable to the development of power.

The small pump which supplies mixed air and gas to the igniter is made so as to be readily detached from the engine at pleasure, for the greater convenience of lighting the igniter, as will be explained in describing` the operation of the engine, which is as follows at starting: The igniter being withdrawn from its hub or recess and the igniter-pump detached, a few strokes of the igniter-pump are given by hand, which has the effect of condensing a limited quantity of air and gas into the igniter-reservoir, a small lighter-jet from which is applied to heat up the igniter to its point of combustion. The igniter is then replaced in its hub in the power-cylinder and secured in position. The igniter-pump is next attached and the engine given one turn by hand, which serves to start the engine.

The operation of the engine for one revolution is as follows: Assuming the compressionpiston to be at the bottom of its stroke, it will, on rising, draw in a full charge of mixed air and gas beneath its lower end through the air and gas mixer, and when the piston is at the upper limit of its stroke the space below the piston will be illed with air and gas at the density of one atmosphere. Ou the descent ot' the compression-piston the charge of gas and air is compressed, usually to about three atmospheres, before its power-piston arrives at the lowest portion ot' its stroke, when, by the action of the proper eccentric, the inlet-valve will be opened, allowingthe compressed charge to enter the power-cylinder through the connecting tube or conduit. rIhe riseot' the powerpiston and the completion of the downward stroke of the compression-piston will cause the transfer of the entire charge into the power-cylinder, the piston ot' which has by this time arrived at or slightly passed the igniter-chamber and exposed the igniter, which, by coming in contact with the inilammable l charge of mixed air and gas, causes the combustion, which develops the power by consequent expansion and drives the power-piston upward to its upper limit, when the opening of the exhaust-valve of the power-cylinder allows the descent of its piston by the escape of the burnt air from beneathv the same, and in the meantime the compression-piston will have risen nearly to its upper limit and drawn in a fresh charge for the next revolution.

The igniter is constantly retained at a high temperature by the action of the igniter-[ ump, and is prevented from prematurely tiring the charge by the power-piston or cup covering theigniter-chamber until the proper time when the full charge has been transferred to the power-piston.

NVhen the explosion or combustion of the charge occurs in the power-cylinder the checkvalve in the tube or conduit connecting the compression and power cylinder closes, thus preventing the pressure due to the explosion from returning and reacting upon the compression-cylinder, the piston of which is at this time at its lowest limit and commencing to draw in a fresh charge.

I do not usually employ a reservoir between the compression and the power cylinder; but when the compression is carried to a high degree this adjunct is an ad van tage; but the general construction and operation of the engine is not essentially altered by its use, excepting that the inlet-valve must be placed between the reservoir and power-cylinder, as will be readily understood. l

While I prefer to construct the engine so that it may operate vertically, yet it may be readily constructed and arranged to operate in a horizontal position. v

It is evident that slight details in the construction and relative arrangement of parts may be varied without departing `from the spirit of my invention, and hence I would have it understood that I do not limit myself to the exact construction and arrangement of parts shown and described; but,

Having fully7 described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. A gas-engine provided with a compression and a power piston, each connected to cranks on the main shaft of the engine, the cylinders of said pistons being connected by a tube or conduit for transferring compressed air and gas directly from the compression to the power cylinder, and an iguiter for igniting the charge at proper intervals of time in the power-cylinder, substantially as set forth.

2. In a gas-en gine, a compression and power IOO IIO

piston, each connected with a crank on the main shaft of the engine, the compression-cylinder furnished with means for mixing air and gas in any desired relative proportions, and the power-cylinder provided with an igniter, said cylinders being connected by a tube for conveying the compressed charge from the compression-cylinder directly to the power-cylinder, substantially as set forth.

3. In a gas-engine, a compression-cylinder furnished with means for mixing air and gas in any desired relative proportions, and a power-cylinder provided with an igniter arranged to be exposed to the charge by the action of the power-piston, substantially as set forth. l

4. In a gas-engine, a T-connection attached to the compression-cylinder, one end of the straight run being provided with a check-valve to prevent the escape of gas, a hand-valve for regulating the iow of gas, and a check-valve interposed between the compression-cylinder and mixer, substantially as set forth.

5. .In a gas-engine, a compression-cylinder furnished with means for regulating the supply of air and gas thereto, a power-cylinder provided with an igniter, a tube or conduit connecting the compression and power cylinders, and an automatic check-valve located in said tube or conduit, substantially as set forth.

6. In a gas-engine, a compression-cylinder furnished with means for regulating the supply of air and gas thereto, a power-cylinder provided with an igniter7 a tube or conduit connecting` the compression and power cylinders, and aregulating-valve located in said tube or conduit and operated by an eccentric on the main shaft of the engine, substantially as set forth.

7. In a gas-engine, a compression-cylinder provided with means for regulating the relative proportions of gas and air supplied thereto, and a governor for automatically regulating the supply of gas during the downstroke of the compression-piston, substantially as set forth.

8. In a gas-engine, a compression-cylinder provided with means for regulating the relative proportions of gas and air supplied thereto, anda governor and devices connected therewith for retaining a gas-regulating valve in a fixed position during the upstroke of the compression-piston, and for regulating the position of the valve during the downstroke of the compression-piston, substantially as set forth.

9. In a gas-engine, the combination, with a regulating-valve in the gas-supply pipe and a governor driven bythe engine and connected with the valve-stem, of a disk or cam attached to the main shaft, said disk provided with a wide semicircular groove and two narrow semicircular grooves, the upper end of the valvestem being arranged to engage in one of said grooves, according to the speed of the engine, substantially as set forth.

10. An igniter consisting, essentially, of two platinum tubes, one inclosed within the other, substantially as set forth.

11. An igniter consisting of an inner platinum tube perforated at one end, the perforated portion covered by a coil of fine platinum wire, and an outer platinum tube closed at one end, substantially as set forth.

12. An igniter consisting of two platinum tubes, one inclosed within the other, and burnt-air-discharge passages vlocated to allow the supply of air and gas to ow through the igniter in one direction and the burnt air in an opposite direction, and impart its heat to the-igniter, substantially as set forth.

13. The power-cylinder constructed with a chambered hub and an igniter detachably secured therein, substantially as set forth.

14. The combination, with the power-piston, of an igniter placed in a chambered hub located above the bottom of the power-cylinder, the parts being arranged so that the piston will uncover and expose the igniter when the charge has been transferred to the powerpiston, substantially as set forth.

l5. In a gas-engine, the power-cylinder furnished with an igniter and with apump for supplying mixed air and gas to the igniter, substantially as set forth.

16. The combination, with the igniter and supply-pump, of a reservoir connected with the pump, substantially as set forth.

17. The combination, with the inner and outer platinum tubes ot' the igniter, of a jet for equalizing the ow of mixed air and gas to the inner tube of the igniter, substantially as set forth.

18. A gas-engine consisting, essentially, of a compression and a power cylinder, each provided with a trunk-piston connected with the same shaft, the com pression-cylinder provided with devices for regulating the supply of mixed air and gas thereto, and the power-cylinder furnished with an igniter and a pump for supplying mixed air and gas thereto, the compression and power cylinders being connected by a tube or conduit furnished with an automatic check-valve, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand this 24th day of May, 1880.

ALEX. K. RIDER.

Witnesses:

W. G. RUTHERFORD, GEO. W. STODDARD. 

